CN112672944A

CN112672944A - Shape-changeable steering wheel

Info

Publication number: CN112672944A
Application number: CN201980059311.6A
Authority: CN
Inventors: M·瓦德普尔; P·克施鲍姆
Original assignee: Bayerische Motoren Werke AG
Current assignee: Bayerische Motoren Werke AG
Priority date: 2018-09-19
Filing date: 2019-09-16
Publication date: 2021-04-16
Anticipated expiration: 2039-09-16
Also published as: US11318979B2; CN112672944B; WO2020058178A1; US20220024510A1; DE102018215989A1

Abstract

The invention relates to a variable-shape steering wheel for a motor vehicle, the steering wheel rim of which is assembled from a plurality of rim parts, some of which can be pivoted relative to one another in order to be able to be converted into an approximately elliptical shape in addition to a circular shape, wherein, in a neutral position of the steering wheel which is rotatable about a circular center point, the longer half-axis in the elliptical shape is oriented at least approximately horizontally. The rim part can be displaced by means of a lever arranged on the steering wheel rim such that, in the neutral position, the longer half axis of the ellipse of the steering wheel is no longer than half the diameter of the steering wheel when it is circular. Preferably, in the neutral position, the central rim-side part is rigidly connected to the central steering wheel hub, while in the neutral position of the steering wheel, the only shape-changing actuator is able to pivot the lower rim-side part in the direction of the circular center point and back when the circle transitions to the oval.

Description

Shape-changeable steering wheel

Technical Field

The invention relates to a variable-shape steering wheel for a motor vehicle, the steering wheel rim of which is assembled from a plurality of rim parts, some of which can be pivoted relative to one another in order to be able to transform into an approximately elliptical shape in addition to a circular shape, wherein, in a neutral position of the steering wheel which can be rotated about a circular center point, the longer half-axis in the elliptical shape is oriented at least approximately horizontally. For an example of the prior art, reference is made to the following documents: DE1020087045918a1 and DE1020087045919a 1.

Background

A variable-shape steering wheel according to the preamble of claim 1 is particularly useful for motor vehicles that can be driven autonomously or with a high degree of automation, since the steering wheel required for maneuvering by the driver can be placed in a shape that requires less space (and therefore less disturbance) for a prolonged period of driving in which the vehicle moves without intervention of the driver (or vehicle occupant in general). Steering wheels of different structural shapes are known, which can be converted from a generally circular to an elliptical shape ("elliptical") and back, wherein, unlike, for example, steering wheel rims which are themselves relatively freely deformable, it may be preferred for safety reasons that the steering wheel rim is assembled from a plurality of individual parts which are pivotable relative to one another, which are themselves rigid and are referred to herein as rim parts.

In the initially mentioned document, a steering wheel design is shown which meets the above-mentioned requirements in such a way that, when the steering wheel is converted from a circular to an elliptical shape, the rim parts located on the left and right outer sides (and thus at the height of the steering wheel center point in the case of a circular steering wheel) are displaced further laterally outward, viewed centrally in the vertical direction in the neutral position of the steering wheel (in which the vehicle steered by the steering wheel is travelling straight). It is considered disadvantageous here that the dimension of the steering wheel decreases in the vertical direction, and increases in the other direction, i.e. in the horizontal direction.

Disclosure of Invention

The object of the invention is to provide a remedy to the problem.

The solution of this object is achieved by the features of the independent claim and with a variable-shape steering wheel according to the preamble of claim 1, characterized in that the rim part can be displaced by means of a transmission mechanism arranged on the rim of the steering wheel, such that in the neutral position the longer half axis of the ellipse of the steering wheel is no longer than half the diameter when the steering wheel is circular. Advantageous configurations and embodiments are the subject matter of the dependent claims, in particular the transmission can be designed as a lever transmission or as a lever mechanism. In short, it is proposed to design the transmission such that, in the neutral position of the steering wheel, the steering wheel rim can be folded together, more precisely with its upper and lower sections viewed in the vertical direction, essentially toward the center point, without the two lateral intermediate sections of the steering wheel rim being displaced. The lateral central section (which is referred to below as the central rim side part) can be rigidly connected to the center point of the steering wheel.

A transmission is proposed, which is designed, for example, in the form of a lever transmission (or with other transmission elements such as gears), which, starting from a pivoting movement of a first rim part, causes a pivoting of one or more further rim parts, so that the longitudinal extent of the steering wheel, which extends horizontally past the center point of the (circular) steering wheel in the neutral position of the steering wheel, remains at least substantially constant or does not increase. For this purpose, a rim side part (referred to as "central rim side part") is arranged essentially centrally (viewed in the vertical direction), i.e. in the longitudinal extension, in the neutral position to the left and right of the steering wheel center point, which rim side part is connected to a so-called steering wheel hub, i.e. to the central base plate of the steering wheel, more precisely, as usual, via spokes.

In the sense of an advantageous further development, it is proposed that if the vehicle moves autonomously (i.e. without driver intervention) over a longer period of time, the lower or upper rim part, viewed in the vertical direction in the neutral position of the steering wheel, is pivoted in the direction of the occupied center point of the circle (of the steering wheel) by means of a single actuator (for example in the form of a servomotor) which causes a change in the shape of the steering wheel when the vehicle transitions from the circular to the elliptical shape. Of course, the actuator should preferably also be able to achieve a corresponding return from oval to round with a reversal of its direction of movement.

Preferably, the elements of the proposed transmission mechanism, i.e. for example pivotable levers (which are triggered by a pivoting movement of the first rim part to bring about a suitable pivoting movement of at least one further rim part) are supported directly or indirectly (that is to say with the interposition of a further transmission element or lever) on a central rim side part which is rigidly connected to the steering wheel hub. Furthermore, it can be provided that one of the rim parts is variable in length and is preferably designed for this purpose in a telescopic manner in order to be able to achieve the length changes which may be required when the individual rim parts are pivoted in the region of the "tucking" of the steering wheel rim.

Drawings

These and further features and advantages will also be apparent from the following description of an embodiment for which the drawing shows the main components in two-shaped steering wheels, namely a central steering wheel hub and substantially only the left-hand half of the steering wheel rim (the right-hand half of which is not shown for the sake of clarity). In addition to the abstract schematic representation, a plan view of a design without the actual design of the decorative part is shown here. The attached drawings are as follows:

figure 1a shows a circular steering wheel in a principle view,

figure 1b shows in a schematic view an oval steering wheel,

figure 2a shows a circular steering wheel as implemented,

fig. 2b shows an elliptical steering wheel as implemented.

Detailed Description

The central steering wheel hub, which is designated by reference numeral 1, actually forms a base plate that is rotatable about a center point M of a circular steering wheel, in which a steering spindle is usually fastened, with which the rotational movement of the steering wheel can be transmitted to the steerable wheels of the motor vehicle in the presence of a mechanical retraction plane. In the neutral position of the steering wheel shown, a respective spoke 2, which runs essentially horizontally at the level of the center point M, leaves the steering wheel hub 1 to the left and to the right, transitions into or connects it to the steering wheel rim, which is designated as a whole by reference numeral 3, and thus carries it. The steering wheel rim 3, which is gripped by the driver when the steering wheel is circular in order to steer the vehicle with the steering wheel, is assembled from a plurality of

rim parts

31, 32, 33, 34 and 35, each of which forms a section of the steering wheel rim 3 in the shape of a circular arc.

Thus, a so-called central rim side part 32 is provided and fixed at the end of the spoke 2 and is thus rigidly connected to the steering wheel hub 1, wherein only the central rim side part 32 on the left is shown in the drawing. The further rim parts or components of the steering wheel rim 3 are a so-called lower rim side part 31, which is arranged laterally, viewed in the vertical direction, below the center point M and is pivotably fastened with one of its ends to a central rim side part 32, and a so-called further rim side part 33, which is hinged on the side opposite the lower rim side part 31 to the left-hand or right-hand central rim side part 32 and is therefore located here above the center point M, wherein here again only the left-hand further rim side part 33 is shown. Finally, a composite of two

upper rim parts

34, 35 is provided, which together form a circular arc-shaped rim part of variable length (for this purpose 34/35 is used in the text) which connects the left-hand further rim side part 33 to the right-hand further rim side part (33), which is not shown in the drawings, in an articulated manner. For the sake of clarity, it should again be mentioned that the steering wheel rim 3 is of mirror-symmetrical design in the drawing plane or in the corresponding vertical plane with respect to a vertical line extending through the center point M, with only the two

upper rim parts

34, 35 or the variable-length rim part 34/35 formed by these two rim parts being excluded in the installed state in the vehicle. Here, the upper rim part 34 is connected in a hinged joint a34 in a hinged manner to the further rim side part 33, and correspondingly the right-hand end region of the upper rim part 35 is connected in a hinged manner to the further rim side part (33) on the right, which is not shown.

Furthermore, an actuator 6 is provided, which is located here below, viewed in the vertical direction, is fixed on the steering wheel hub 1, and has a displaceable adjusting member 6a, in which the free end of the lower rim part 31 (which can be fixed pivotally with its other end about a hinge point a31 on the central rim side part 32) is guided pivotably and slightly displaceable in the horizontal direction, for example via a chute guide a36 as shown. Furthermore, a lever drive mechanism, which is designated as a whole by reference numeral 7, is hinged or pivotably fastened to the central rim side part 32 (on the left and right, respectively), which lever drive mechanism, in combination with the pivoting movement of the lower rim side part 31, which is initiated by the actuator 6, initiates a suitable pivoting movement of a further rim side part 33, which is pivotably fastened with its first end section about a hinge point a33 to the central rim side part 32. (it should be mentioned only for the sake of completeness that, unlike the embodiment shown here, the so-called further rim side part is located laterally below the central point when the actuator is located above the central point M and therefore the rim side part which can be displaced directly by the actuator, i.e. without a further rim part being provided in between, is also located above the central point M).

If reference is made herein to pivoting or pivotability, this therefore refers in the principle sketch 1a, 1b to a rotational movement about an axis perpendicular to the plane of the drawing. The same applies when referring to a hinged connection which then enables such a pivoting movement. On a real steering wheel according to fig. 2a, 2b, the steering wheel rim 3 describes a plane, perpendicular to which the respective pivot axis about which the pivotability or the articulation exists, is perpendicular.

When converting the steering wheel from a circular shape (fig. 1a, 2a) to an elliptical shape (fig. 1b, 2b), the respective displacement movements performed by the

respective rim parts

31, 33, 34, 35 are illustrated in fig. 1a by the arrows Px provided with reference numerals (x ═ 1, 2, 3, 4, 5, 6) and are now explained:

first, the adjusting member 6a is displaced according to arrow P1 in the direction of the center point M, wherein the lower rim side part 31 is entrained and pivots about its hinge point a31 (hinged on the centered rim side part 32) such that its end section, which projects slightly beyond the hinge point 3a with reference to the adjusting member 6a, pivots according to arrow P2. At this end section, which was just mentioned, a first lever 71 of the lever mechanism 7 is pivotably articulated in an articulation point a71, which is thereby likewise displaced substantially according to arrow P2. By such a (substantially translatory) displacement, the second lever 72 of the lever actuator 7, which is pivotably fixed on the centered rim side part 2 about the hinge point a72 and is hingedly connected with one end to the end of the lever 71 opposite the hinge point 71, is displaced such that the third lever 73 of the lever actuator 7 is displaced according to the arrow P3. In this case, the third lever 73 is pivotably hinged on the second lever 72 at the end of the lever 72 opposite the hinge point of the first lever 71. Such a displacement of the third lever 73 according to arrow P3 now causes a pivoting according to arrow P4 of the further rim side member 33 which is hingedly connected with the third lever in hinge point a 73. An analogy can be made to the arrangement between the first lever 71 and the lower rim side part 32, that is to say the lever 73 is connected in an articulated manner to an end section of the further rim side part 33, more precisely in an articulated point a73, which projects at least slightly beyond the (articulated) articulated point a33 (on the central rim side part 32) of the further rim side part 33.

With the just mentioned pivoting movement of the further rim side part 33, the variable-length rim part 34/35, which is connected in an articulated manner thereto (and is located here at the top), is also displaced, more precisely downwards according to the arrow P5. In this case, the variable-length rim part 34/35 must be shortened on account of the fact that the other end of the variable-length rim part 34/35 on the right in the drawing is connected in an articulated manner to a further rim part (33) on the right, which is not shown in the drawing. To this end, the variable-length rim part 34/35 is assembled from the already mentioned circular-arc-shaped

upper rim parts

34 and 35 which are telescopically guided into one another (this is graphically illustrated by the slotted guide a 35) and which can be moved substantially into one another according to arrow P6.

In fig. 2a, 2b, a component generally referred to as a steering wheel armature is illustrated by the respective rim component and other structural elements. Typically all of the decorative or covering components that cover the skeletal frame are removed. Of course, such covering parts are designed such that it is possible for the folded-up oval or the steering wheel rim to be folded back into a circular shape. Here, by rigidly connecting the two parts of the steering wheel rim which are furthest from the center point M in the horizontal viewing direction in the neutral position, i.e. the central rim side part 32, to the steering wheel hub 1, it is ensured that the longer half axis of the oval shape of the steering wheel is no longer than half the diameter when the steering wheel is circular in the neutral position. This condition should also be considered to be fulfilled if, when the rim part is pivoted, a small angular region of the rim part projects in the oval shape beyond its position in the circular shape, viewed in the horizontal direction in the figure.

Claims

1. A shape-variable steering wheel for a motor vehicle, the steering wheel rim (3) of which is assembled from a plurality of rim parts (31, 32, 33, 34, 35), some of which are pivotable relative to one another in order to be able to be converted into an approximately elliptical shape in addition to a circular shape, wherein, in a neutral position of the steering wheel which is rotatable about a circular center point (M), the longer half-axis of the ellipse is oriented at least approximately horizontally,

characterized in that the rim parts (31, 32, 33, 34, 35) are displaceable by means of a transmission mechanism (7) arranged on the steering wheel rim (3) such that in the neutral position the longer half axis of the ellipse of the steering wheel is no longer than half the diameter when the steering wheel is circular.

2. The shape modifiable steering wheel according to claim 1, having a central rim side part (32) in the neutral position, rigidly connected to a central steering wheel hub (1).

3. Shape-variable steering wheel according to claim 1 or 2, having a single shape-changing actuator (6) which, in the neutral position of the steering wheel, in the transition from circular to elliptical shape, can pivot the lower or upper rim side part (31) in the direction of the circular center point (M) and back.

4. The shape-variable steering wheel according to one of the preceding claims, wherein the rim side part (31) which can be pivoted directly by the actuator (6) causes a pivoting of a further rim side part (33) which can be pivoted relative to the central rim side part (32) via a lever transmission (7) as a transmission which is mounted on the associated central rim side part (32).

5. The shape-variable steering wheel according to claim 4, wherein two further rim side members (33) hinged on a left or right central rim side member (32) are hingedly connected to each other with their further ends via a length-variable rim member (34/35).